Transmission-gearing.



No. 844,760. PATENTED FEB.19, 1907.

R. .SYMMONDS.

' TRANSMISSION GEARING.

APPLICATION FILED MAY ll, 1903.

3 SHEETS-SHEET 3- UNITED STATES PATENT oEEroE.

ROBERT SYMMONDS, OF KEN OSHA, WISCONSIN ASSIGNOR TO THOMAS B.

JEFFERY, OF KENOSHA, WISCONSIN.

TRANSMISSlON-GEAR|NG.

Specification of Letters Patent.

Patented Feb. 19, 1907.

Application filed May 11,1903. Serial No. 156,685.

To aZZ whom, it may concern.-

Be it known that I, ROBERT SYMMoNns, a citizen of the United States, residing at Kenosha, county of Kenosha, State of Wisconsin, have invented a certain new and useful Improvement in Transmission-Gearing, and declare the following to-be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it pert:-.ins to make and use the same, reference being had to the accompanying drawings,which form a part of this specification.

My invention relates in general to powertransmission mechanism, and more particularly to differential gearing interposed between a motor and a driven element whereby the latter may be rotated at various speeds in one direction or in a reverse direction.

It is desirable, especially in automobiles, to so connect the motor with a driven elerrent, which in turn is operatively connected to the 'rear axle of the automobile, that the speed and power transniitted from the motor may be varied at the will of the operator and that the direction of rotation of the driven element may be reversed while the motor continues to run in the same direction.

The primary object of my invention is to provide transmission mechanism for conne cting a motor to a driven element which may be readily adjusted to inversely vary the speed and power of rotation of the element or to reverse the direction of rotation thereof.

A further object of my invention is to provide a differential transmission mechanism. which will be simple in construction, inexpensive in manufacture, and efficient in opera tion.

My invention, generally described, consists in a shaft rotrtively connected to a motor, a clutch member fixed upon the shaft, a second cooperating clutch member loosely surrounding the shaft, a driven element loosely supported upon the shaft and rigidly connected to the second clutch member, a plurality of gear-wheels interposed between the second clutch member and the driven shaft, a plurality of stubshafts j ournaled at their opposite ends in the second clutch member and the driven element upon which the plurality of gear-wheels are fixed, a gearwheel fixed upon the shaft and surrounded by and in mesh with said plurality of gear- Wheels, a ring havinginternal teeth surrounding and meshing with said plurality of gearwheels, means for locking said ring against rotation, a plurality of pinions fixed upon corresponding ends of said stub-shafts, a gear-wheel loosely mounted upon said driven element surrounded by and meshing with said plurality of pinions, means for locking said last-mentioned gear-wheel against rotation, and means for moving said dliven element axially upon the shaft to engage and disengage said clutch members.

My invention will be more fully described hereinafter with reference to the accompanying drawings, in which the same is illustrated as embodied in a convenient and practical form, and in which- Figure 1 is a central longitudinal section, the clutch members being shown as disengaged Fig. 2, a View similar to Fig. 1, showing the clutch members engaged; Fig. 3, a section on 'line 3 3, Fig. 1, looking in the direction of the arrows; and Fig. 4, a section on line 4 4, Fig. 1, looking in the, same direction as in Fig. 3.

The same reference characters are used to designate the same parts in the several figures of the drawings.

Reference-letter A indicates a shaft which is rotated by any suitable power connections and may be directly connected to the engine of an automobile.

13 indicates a support surrounding the shaft A, while B indicates a support for the opposite end of the shaft. A bushing b is preferably interposed between the bearing B and shaft, whilea bushing b is interposed be tween the opposite end of the shaft and the support B. Roller-bearings S preferably surround the reduced end of the shaft A and are interposed between the same and the busring b.

Fixed upon the shaft A adjacent to the bearing 6 is a fly-wheel C, which'is provided with a flarin concentric rib C, and thereby clonstitutes a clutch member fixed upon the s aft.

D indicates a cooperating clutch member provided with a correspondingly inclined periphery upon which is preferably a frictional wearing-surface d. The clutch member D loosely surrounds the shaft A and is preferably mounted upon the hub c of the flyder at the inner end of the hub H.

wheel C. A ring D, adapted to contain a lubricant, is prefer-a bly interposed between the clutch member D andthe hub c.

A gear-wheel F is iixed upon the shaft A at a point adjacent to the hub c of the flywheel. A plurality of gear-wheels E are located around and mesh with the gear-wheel F. The gear-wheels i are iixed upon stubshafts 1*), if, E", and E, which are journaled at their opposite ends in the clutch member D and in the member H. The member H is in the term of a disk provided with a circular flange at its periphery and with an extended hub H, loosely surrounding the reduced portion A of the shaft A. A.-

sprocketwheel L or other power-transmitting deviceis lined upon the hub H, so that tl e member H in effect constitutes adriven element.

A ring G, provided with internal teeth, surrounds the series of gear-wheels E and is in mesh therewith, as clearly shown in Fig. 3. A frictional band 9 surrounds the ring G and 1s united at its opposite ends to a bell-crank lever U, supported adjacent to the ring by any suitable means. A rod w or other suitable connection is secured to the bell-crank lever for oscillating the same, and thereby create sullicient frictional resistance between the band 9 and the ring G to lock the latter against rotation.

The ends of the stub-shafts E, E E fland E, which are journaled in the member H, are provided with .pinions e, 0 c and c, respectively rigidly 'liXed thereto and preferably integrally formed therewith. A brakeband it surrounds the flange on the periphery ot the member H and .is caused to l'rictionally engage the same by any suitable means-such, for instance, as a bell-cranle lever U, actuated by a rod w and pivotally mounted adjacent to the member H.

Loosely mounted upon the hub H of the member H is a member K, comprising a disk with a flange located at its periphery and a hub K, provided with an integral gearwheel which is surrounded by and meshes with the pinions e, 6 a and e", as clearly shown in Fig. 4. The member K is prevented from moving axially upon the hub H by means of a ring K fixed upon the hub H by any suitable means such, for instance, as a set-screw k The hub K is retained between the ring K and a shoul- A brake band 7c surrounds the peripheral flange on the member K and is provided with any suitable means for frictionally engaging the same to lock the member K against rotation.

Fixed upon the end of the hub H is a collar M, upon which is formed a raceway for ball-bearings 0. A lock-ring m engages the end of the hub H to securely retain the collar M. thereon. A lever M is provided with a ring at one end, which sur rounds the collar in and is in engagement therewith through the medium of the i,all bearing 0. The opposite end. oi the lei c1 M is pivotally secured to a iixed support B. A link bl" is also secured to the support B", preferably at the same point at \\l1l(ll the end of the lever M is secured. 'lhe opposite end of the link M is united to a pair of links M which are connected at their other ends to the support B. The two links M extend on opposite sides of the lever M and are spaced apart at their ends which are united to the link M by means of a roller M A red M extends at its ion or end between the two links M and engages the edge oi the lever M. A cam m" is provided upon the end of the rod in which ongages the roller m.

urrounding the reduced portion A of the shaft is a disk N, whichengages the end of the hub H through the rhodium of the ball-bearing 0. A washer n is preferably provided to receive the wear of the tallnearing 0. A helical spring 1 bears against the disk N at one end and at its opposite end engages a collar it, surrounding and secured to the shaft. A lock-ring 7 is preterably provided l'or retaining the collar it upon the shaft.

T indicates a lubricating feed-tube which is supported in the cap 8, which closes the chamber in which the roller-bearings S are located. The tube T extends through the cap a, which closes the opening at the end of the reduced portion A of the shaft. The tube T delivers a lubricant to the i1iterior of the hollow portion A of the shalt, from which it flows through radial openings to the bushing 71 interposed betueen the reduced portion A of the shaft and the surrounding portion of the hub ll. 'l he lubricant also flows through the openin s a around the exterior surface oi the adj. cent portion of the shaft and through the openings '70 in the hub H, thereby lubricating the engaged sur'l'aces oi the hubs H and K. The lubricant also flows through the passages 70 to the bearings lorn'cd in the member H, in which are journaled the stubshafts E, E E and E". The opposite ends of the stub-shafts, which are journalul in bearings formed in the clutch 'lllGllillCi' D. are lubricated by means oil the pas. cs c, leading from the lubricant d contained in the ring D.

In order that the clutch member D and driven member H may be securely united, connecting-rods q, q", (1 and q" are prclcrably provided, which unite such parts at points intermediate of the stub-shafts E, E", E and E.

i The operation of my invention is follows: When it is desired to impart the huest speed to the driven member, the rod M." is

forced into the position-shown in Fig. 1, thereby through the engagement of the cam m with the roller m swinging the lever M about its point of pivotal connection with the support B and moving the member H and clutch member D, rigidly secured thereto, out of contact with the cooperating clutch member. Such movement of the clutch member D is efiected through the engagement of the lever M with the end of the hub H and the consequent compression of the spring P by the movement of the lever M when the latter is oscillated through the wedge-like action of the cam m and roller m The brake-band g is then caused to tightly grip the ring G and lock'the latter against rotation. The rotation of the shaft A is consequently imparted to the several gear-wheels E through their engagement with the gear-wheel F, fixed upon the shaft, and their engagement with the temporarilyimmovable ring G. The gear-wheels E are consequently driven in the same direction in which the shaft rotates, and such motion is imparted to the member H through the stub shafts E, E E and E The sprocketwheel L is consequently rotated at a low speed in the direction of rotation of the shaft, such motion being communicated by suitable power connections to any desired pointsuch, for instance, as the rear axle of an automobile. When it is desired to rotate the driven element in a direction the reverse of that in which the shaft A rotates, the rod M continues in the position shown in Fig. 1, but the brake-band la is caused to tightly engage the peripheral flange on-the member K andlock the same against rotation, the brake-band g, of course, having been previously loosened, so as to permit the free movement of the ring G, which it surrounds The gear-wheel 7c is consequently held immovable, and the pinions e, e and e,

' which engage the same and which are rotated through the engagement between the gear wheel F and the gear-wheels E, are caused -to move in a direction the reverse to that of the shaft. The driven member H is carried by the stub-shafts on which the pinions e, 6 c and e are fixed in a reverse direction to that of the shaft, and such reverse movement is communicated to the sprocket-wheel L. When it is desired to communicate to the driven element the highest speed in the direction of rotation of the shaft, the rod M is moved to the position shown in Fig. 2, which permits the spring P to expand and force the clutch member D into frictional engagement with the clutch member fixed upon the shaft. The member H is consequently driven through the direct engagement between the members of the clutch in the direction of rotation of the shaft, and such movement is directly communicated to the sprocketwheel L. When it is desired to retard or 'stop the rotation of the driven element, the

brake-band h is caused to tightly grip the peripheral flange of the member H, which is at all times directly connected with the sprocket-wheel L, and consequently with the rear axle of the automobile.

From the foregoing description it will be observed that I have invented an improved transmission-gearing in which the driven element may be directly connected to the rotatmg power-shaft, in which the driven element may also be connected to the powershaft through interposed speed-reducing gearing, and in which the driven element ma be driven in a reverse direction to that of the rotating shaft, such different movements of the driven element bring easily effected by the means of a comparatively simple mechanical structure.

While I have described more or less precisely the details of construction, I do not wish to be understood as limiting myself thereto, as I contemplate changes in form, the proportion of parts, and the substitution of equivalents, as circumstances may suggest or render expedient, without departing from the spirit of my invention.

Having fully described my invention, What I claim as new, and desire to secure by Letters Patent, is

1. In a transmission-gearing, the combination with a power-shaft, of a clutch member fixed thereon, a second clutch member loosely surrounding said shaft, a driven element rigidly seemed to said second clutch member, means for moving said second clutch member axially upon the shaft into and out of engagement with the first clutch member, a gear-wheel fixed upon said shaft, a gear-Wheel meshing with said fixed gear- Wheel and carried by said second clutch member, an internal gear-wheel concentrically surrounding said shaft and meshing with the gear-Wheel carried by the second clutch member, and means for locking said internal gear-wheel against rotation.

2. In a transmission-gearing, the combination with a power-shaft, of a clutch member fixed thereon, a I second clutch member loosely surrounding said shaft, a driven element rigidly secured to said second clutch member, means for moving said second clutch member into and out of engagement with the first clutch member, a plurality of gearwheels located eccentrically with respect to the power-shaft and carried by said second clutch member, a gear-wheel fixed upon the shaft and meshing with each of said plurality of gear-Wheels, and an internal gear-wheel surrounding and meshing with said plurality of gear-wheels, and means for lecking said internal gear-wheel against rotation.

3. In a transmission-gsaring, the combination with anowenshaft, of a fly-wheel mounted upon said shaft, a concentric clutch member carried by said fiy-Wheel, a second clutch member loosely surrounding said shaft, a driven element rigidly secured to said second clutch .member, means for moving said sec ond clutch member axially upon the shaft into and out of engagement with the first clutch member, a gear-Wheel fixed upon said shal't, a gear-Wheel meshing with said fixed gear-wheel and carried by said second clutch member, an internal gear-Wheel concentrically surrounding said shaft and meshing with the gear-Wheel carried by the second clutch member, and means for locking said internal gear-wheel against rotation.

4. In a transmission-gearing, the combination with a power-shaft, of a clutch member fixed thereon, a second clutch member loosely surrounding said shaft, a driven element rigidly secured to said second clutch member, means for moving said second clutch member into and out of engagement with the first clutch member, a plurality of stub-shafts journaled at their ends in said second clutch member and said driven element, a gear-Wheel fixed upon the powershalt and meshing with the gear-wheels on the stub-shafts, a gear-wheel upon each of said stubshal ts, an internal gear-wheel surrounding and meshing with said plurality of gear-wheels, and means for locking said internal gear-Wheel against rotation.

5. in a transmission-gearing, the combination with a power-shaft, of a clutch member fixed thereon, a second clutch member loosely surrounding said shaft, a driven element rigidly secured to said second clutch member, means for moving said second clutch member axially upon the shaft into and out of engagement with the first clutch member, a gear-wheel fixed upon said shalt, a stub-shalt 1ournaled at its ends in said second clutch member and said driven element having an end projecting through the engaged portion of said driven element, a gear- Wheel fixed upon said stub-shaft meshing with said fixed gear-wheel, a pinion fixed up on the projecting end of said stub-shalt, a gear- Wheel loosely surrounding said power-shaft and meshing with said pinion, means lor locking said against rotation, an internal gear-wheel concentrically surrounding said shaft and meshing with the gear-Wheel fixed upon the stubshal t, and means for locking said internal gear-wheel against rotation.

6. In a transmission-goaring, the cembin ation with a power-shaft, of a clutch. member fixed thereon, a second clutch loosely surrounding said shalt, a driven element rigidly secured to said second clutch member, means for moving said second clutch member axially upon the shaft into and out of engagement with the first clutch member, a gear-wheel fixed upon said shaft, a plurality of stub-shafts journaled at their last mentioned gear wheel member opposite ends in said second clutch member and said driven element each having one end projecting through the engaged portion of the driven element, a gear-wheel fixed upon each of said stub-shafts meshing with the gear-wheel fixed upon the power-shaft, a pinion fixed. upon the projecting end of each of said. stub-shafts, a gear-wheel loosely surrounding said powershaft and meshing with said pinions, means for locking said last-mere tioned gearwheel against rotation, an internal gear-wheel concentrically surrounding said power-shaft and meshing with the gear- Wheels fixed upon the stub-shafts, and means for locking said internal gear whecl against rotation.

7. In a transmission-goaring, the ccii'il'zii'ialion with a pcwenshaft, of a clutch member fixed thereon, a second clutch ireniber loosely surrounding said shaft, a driven element rigidly secured to said second clutch member and comprising an extended hub laesely surrounding and. movable axially upon said power-shr;lt, nleans engaging said hub for moving said driven. elenient axir lily upon said power-shaft to engage and disengage said clutch members, a gen-wheel fixed upon said power-shaft, a gear-wheel nteshing with said fixed gear-wheel and carried be tween said second clutch member and said driven element, an internal gear-wheel eoncenirically surrounding said powensln it an d meshing with the gear-wheel carried by the second clutch member and driven elenicni, and means for locking said internal gearwheel against rotatiiin.

8. In a transniissian earing, the combinatian with a power-shalt, cf clutch ineniber fixed thereon, a second clutch nLenibcr lacsel v surrounding said slit/l" t, a driven elenleni rigidly secured to said second clutch niejniber and comprising an extended hub loosely," surrounding and movable axially upon. said power-shaft, means engaging said hub lKi' moving said driven element axially upon. aid power-shaft to engage and disengage Sultl clutch members, a gear-wheel fixed upon. said power-shalt, a gear-wheel n'eshing wi 1h said fixed gear-wheel and carried between said second clutch member and said driven elenient, an internal gear-wheel concentrically surrounding said power-shalt and meshing with the gear-wheel carried by the set-and clutch lllell'lllGl and driven elenient, IHLULJIS for locking said inter 'l gear-wheel against *otatian, a concentric ilrictianal n:.einber e111- ried by said hub, and a movable 'l'ri -iiunnl n1e11ber adapted to engage said ccnocinrie irieti, member to retard the lotatian ml said driven element.

9. In a transniission-gearing, the emnbinne tian with a power-shaft, of a clutch nienxber fixed thereon, second clutch i'neniber locsely surroundii'ig said shaft, :3 driven elen;ontc z1nprising an extended hub loosely surrounding and movable axially upon said shaft, means for securing said driven element rigidly to said second clutch member, means engaging said hub for moving said driven element axially upon the power-shaft to engage and disengage said clutch members, a plurality of stub-shafts journaled at their ends in said second clutch member and said driven element, each having one end projecting through the engaged portion of the driven element, a gear-wheel fixed upon each of said stubshafts, a gear-wheel fixed upon said powershaft and meshing with the gear-wheels upon the stub-shafts, a pinion fixed upon the projecting ends of each of said stub-shafts, a gear-wheel loosely mounted upon the hub of said driven element and meshing with said pinions, a concentric frictional member carried by said last-mentioned gear-wheel, and a brake-band surrounding and adapted to {)ightly engage said concentric frictional mem- 10. In a transmission-gearing, the combination with a power-shaft, of a clutch member'fixed thereon, a second clutch member loosely surrounding said shaft, a driven element rigidly secured to said second clutch member and having an extended hub loosely surrounding and movable axially upon said shaft, a collar fixed to and projecting radially around said hub, a lever engaging said collar, and a cam adapted to reciprocate between said lever and a fixed point and thereby move said hub axially upon said shaft through the medium of said lever.

11. The combination with a driving element, of a driven element, cooperating clutch members interposed between said elements, a gear-wheel rigidly connected to said driving element, a gear-wheel meshing with said first gear-wheel and journaled upon the driven element, an internal gear-wheel surrounding and meshing with said second gear whe'el and located concentrically around the shaft, a

pinion journaled upon said driven element, a

gear-wheel loosely mounted upon said driven element meshing with said pinion, and means for locking said last-mentioned gear-wheel against rotation.

12. The combination with a driving element, of a driven element, a clutch member fixed to the driving element, a second clutch member secured to the driven element and movably supported with respect to the driving element, means for axially moving said second clutch member into and out of engagement with the first clutch member, and differential speed-varying mechanism interposed between the driving and driven elements.

13. In a transmission-gearing, the combination with a power-shaft, of a clutch member fixed thereon, a second clutch member loosely surrounding said shaft, a driven element rigidly secured to said second clutch member, means for moving said second clutch member axially upon the shaft into and out of engagement with the first clutch member, and differential speed-varying mechanism interposed between the shaft and the driven elements.

14. In a transmission-gearing, the combination with a power-shaft, of a clutch member fixed thereon, a second clutch member loosely surrounding said shaft, a driven element rigidly secured to said second clutch member, means for moving said second clutch member axially upon the shaft into and out of engagement with the first clutch member, a gear-wheel fixed upon said shaft, and differential speed-varying mechanism interposed between said gear-wheel and the driven element.

In testimony whereof I sign this specification in the presence of two witnesses.

ROBERT SYMMONDS.

Witnesses:

T. W. J OHNSTON, GEO. H. EDDY. 

